Mounting of railway or tramway rolling-stock.



Y No. 758,233. l PATENTED APR. 26, 19,04. C. 'I'. M. V. DE BANGE.

MOUNTING 0I RAILWAY 0R TRAMWAY ROLLING STOCK. APPLIUATION FILED APR. 7. 1903.

N0 MIDDEL. 9 SHEETS-EHEIM 1.

Ff'cfiz. 0,.

. 1J X! 6s I 'FGJ '46 6 ML MI fff L i i 'f/f #I L fg/ y I g\1 r]kn1f (1T. M. Vxle Bange By his attorney m: mms firms ou, mmmmom, wasmmmu. D. c.

P ATLNTLL LPL. ze, 190,4.

l G. T. M. v. DE LANGE.' MOUNTING 0F RAILWAY 0R TRAMWAY ROLLING sTooK.

APPLICATION FILED APB. 7. 1903 1 e sums-SHEET 2'.

N0 MODEL.

WILE

PATLNLLD AIR. 26, 1904.

c'. T. M. V. DL 'BL-NGL. l MOUNTING 0I `RAILWAY 0L 'ILLMWAY ROLLING sIooII.

APPLICATION FILED APR. 7, 1903.

Im MODEL.

' FIZ?. 5.

No.-7 58,233. PATLNTND APN.2G,1904.

o. v'11.v M. V. DE BANGN. A MOUNTING 0F RAILWAY 0N TRAMWAY ROLLING STGGK.

ArPLmATIoN FILED APR. 1. 190s.

8 SHBETS-SHEET 4.

N0 MODEL.

NANNY llrlxlan..

C T. M. Vde Bange By his attorney No. 758,233. Y PUBMED APR: ze, 1904.

c. T. M. v. DE LANGE.

vMOUNTING 0F RAILWAY on TRAMWAY ROLLING MDCK.

n PLmLTmN Hmm' un. v. ma. no norm.. -s sums-sums JBYE'LUY@ C.T. M. Yds Bange u v By. his'attorn'ey Y. yd/@ u YH: Nunmsynms so.. Hmmm wumuumm. all;

No. 758,233. P'TENTED APR. 26, 1904. C. T. M. V. DE BANGE.

MOUNTING 0F RAILWAY 0R TRAMWAY ROLLING STOCK.

APPLIoATIoN rum un. v, 190s. no uon'm.. 9 SHEETS-sums fik?. 11.

NAO

NU. 753,233.` y PATENTLD APN. 26, 1904.

o. T. M. V. DE BANGE. Y MOUNTING 0F RAILWAY 0N TNAMWAY ROLLING s'roox.

- APrLIoATIQN FILED Ann. 1. 190s. No MODEL. *e SHEETS-snm 1.

t 1 in Y* C.T.M.V.d,e Bange By hisatugrMY I PATENTBD- APR. ze, 1904.

' i c. T. M. v` DE RANGE;

MOUNTING or RAILWAY 0R' TRAMWAY RoLLING sTocK.

APPLIOATIONTILED APLI?. 1903.

9 SHEETS-SHEET 8.

H0 MODEL.

ff'a 17.

By attbrne 'ms Noam: Pains co, Inmo-uno.. wAsmnGmu. c; \:4

. -PATBNTED ARR. 26, 1904.1

MOUNTINGUP RAILWAY. on TRAMWAY ROLLING STOCK.

PPL'IoATIoN Hun un. '1. .1903.

No. 758,233.v

No MODEL. v s SHEETS-SHEET a.

EYE- Fitur K C.T.M. V. @Bange .Ey his attorney TH: Dams Farias oo. morsures.. wsmomm o. c.,

Ilo

CHARLES TIMOTHE MAxiMiLiEN VALERND DE A FRANCE. r

Y MOUNTING oF RAILWAY on v Patented April 26, 1904.

TRAMWAY ROLLING-sTocK.

I SPECIFICATION forming' part of Letters Patent No. 758,233, dated April 26, 1904s` ,v

Application iiled pril 1903.

To a/ZZ whom t may concern.-

Be it known that I, CHARLES TIMoTHn lVlAxnsnLrnNy VALERAND DE Banen, retired colonel of artillery in the French army,` a citi' zen of the Republic of France, residing atVersailles, in the Republic of-Frauce, (whose full postal address is 29 Rue des Marais,lVersailles, aforesaid,) have invented certain new and useful Improvements in the Mounting of Railway or Tramway Rolling-Stock, (for which application has been made in France, .led February 19, 1903; in Germany, filed March 11,1903, and in Great Britain, filedl March 23, 1903,) of which the following isa specification.

This invention has for its objectiimprovements in the rolling-stock of railways and, tramways.

The rolling-stockrof the present railways, while satisfactorywhen running in a straight line and oula track in perfect condition, lbecomes defective on curves even of large radius and 'on a track in the ordinary condition vof maintenance. The principal drawbacks are:

`The two wheels of a pair being keyed on the same axle on a curve, the number of revolutions oi" the wheels is not proportionate to the distance traveled, from which it results that .one wheel slips on the rail; on curves the wheels are not tangential to the track, the result of which is that the wheel-flanges cut the rail; by reason of the axles being .parallel there is extreme difficulty in passing over curves of small radius and theconsequentimpossibility of constructing lines cheaply for light traffic; high cost of traction, `owing to the resistance in passing over curves and the wear of tires; inequality in the distribution of the load on the wheels while running, in-r creased by the inevitable position of the grease-boxes on the outside, by which a wheel is thus apt not only to be relieved of its load, but also raised from the track, from whence arise the many unexplained derailments, (the unknown causeof accidents) byreason of defects in the track the load is not equally distributed over the four wheels of the vehicle, but frequently bears on two wheels diagonally, theresult of which is that one-wheel may be raised, and if the wheel raised is the 'serial No. 151,466. (No man.)

" one whichguides the vehicle itis easy for itVV to mount the rail, and hence cause derailment.

In any case there isza constant pounding ofthe tires on the rails, causing them to wear y away and also increasing the resistance to the movement. These dihculties would disappear if we lpossessed a method of convergence Vor of keeping the wheels tangential to the rails,

which at thesame time would be safe, and ifthe axles remained constantly weighted orv loaded at their centers, or approximately so.

In order to attain .these desiderata, the roll ing-stock'must full thel following conditions:

Each wheel should be` mounted von an-independent axle, as in this way the revolutions vof the wheels are always proportionate to the distance traveled. For railway-trains it is not practical to mount the wheels loosely on thel axles like the wheels of a road-carriage, because of the diiiiculties yof lubrication. For `Wheels with inner anges each wheel must turn on a vertical axis situated (from a point between thewheels) outside of the tread Aof' .Y the respective wheels, The .axle musttherefore be divided and each wheel arranged in- .f dependently.V The vertical pivots about which the respective wheels of a pair turn-may be vlocated oncperpendiculars at the same distance from the .axis of the vehicle or may even be placedv at different distances. VViith outer flanges each wheel must, on the contrary, turn Banen, oF'vnsAiLLi-is,

onta vertical axis situated. betweenV the two ,wheels of appair. The, axle may therefore remain entire for a pair;` but it is preferablerto mount the wheels on separate axles in order Y 8 5- to Jfacilitate the converging movement and avoid, Ato a certain degree, resistancelto the traction. y. It is seen fromthe abovel that the vertical -pivot of each wheel mustvalways be situatedon the opposite side of thetread of the wheel-V This `is the principal point.

from the flange.

Any other method otconvergence or turning of `the wheels is ,liable to .cause derailments. Y i If the conditions hereinbefore mentioned are; f

fulfilled, the convergenceor turning 'willbe effected with great safety and allow of the distance between theaxles being increased as desired, the radius of the curves being reduced in proportions greater than actually required and the costs of traction to be diminished. The loading of the axles must be arranged so that the load shall always be distributed in the same manner as if it rested on the middle of two axles at points situated above the center of gravity of the load and so that the load may oscillate without making the 'axles themselves turn on a horizontal axis passing through the points of support and parallel to the axis of the track, and vice versa, so that the wheels may pass over inequalities in the track with* out oscillating the load. This results from the arrangement by which the load always bears on the center of each pair of wheels and from the vehicle-body being suspended by means of a horizontal axis situated in a longitudinal mean plane above the center of gravity of said body, the vehicle-body being free to oscillate on said axis. The vehicle has very great stability, because it is suspended above its center of gravity, and it can oscillate upon its axis of suspension. It is in stable equilibrium, because the weight of the vehicle tends to always return it into a vertical plane. This arrangement, which consists in suspending the vehicle by its longitudinal axis, while permitting it to oscillate on its longitudinal axis, has also the advantage that transverse jolts due to inequalities of the track in plan and to the play between the flange and the rail, and which are received by the flanges or' the wheels, have not time to be transmitted to the mass of the vehicle, which is not rigidly connected with the axles of the wheels. It is seen from this that the two wheels of each pair are always approximately equally loaded; but it must not be understood that the four wheels of the vehicle are equally loaded, but only the two wheels of the same pair of wheels. Thisy is produced bythe load always resting on'the middle of the cross-bar approximately on a vertical line midway between the two wheels.

In the description of the invention it is always assumed that the vehicle is carried on four wheels; but for very heavy vehicles it may be necessary that each end of the vehicle should rest on four wheels.

The invention consists in combining the vertically-pivoted wheels and horizontally-pivoted wheel-trucks and vehicle-body, as described. The points of support, as well `as the axis of oscillation, may be imaginary, provided that things take place as if they existed. The realization of this condition, which is almost impossible with the rolling-stock at present employed, is especially facilitated by the convergence or turning of the wheels, which enables the axles to be separated and allows the body of the vehicle to be lowered to fifteen or twenty centimeters above the rails. In the case of 'a vehicle which would in ordinary course have more than two axles one of the points of support will be the middle of a balancer or equalizing-bar the extremes of which rest, respectively, on two axles at two points always placed in a straight line with their middle above the center of gravity of the load, with a freedom to oscillate on an axis parallel to the axis of the track. The realization of this condition by invariably insuring a division and distribution of the load on the wheels will render the lifting of any of the latter impossible, as no one wheel can be entirely relieved of its load, and will thus prevent accidents which are unforeseen and are not caused by the staff, and one result of this and of the convergence or turning of the wheels will be that the running will be easier, more particularly on entering on a curve, and the wear of the tires will be much reduced. These conditions may be fulfilled in the man-- ner hereinafter indicated, which applies to the different cases which may arise-z'. e., when the ianges are internal or external, the material new, the existing material is to be transformed with electric traction or traction by locomotive. The arrangement is shown in the accompanying drawings, in which for the sake of clearness only the parts are shown which are necessary to enable the nature of the invention to be understood, details-of construction which are known to persons conversant IOO external, respectively. Figs. 6, 7 and 8 are i partial views with certain parts in section in plan, transverse elevation, and longitudinal elevation, respectively, showing a convenient arrangement for the conversion of existing rolling-stock. Fig. 9 is a partial plan view of the axis of suspension. Fig. l() is a longitudinal vertical section of the part shown in Fig. 9. Figs. 11 and 12 .are transverse and longitudinal sections of a modification in the application of the invention. Fig. 13 is an elevation and transverse section of a half-axle, showing the invention as adapted to locomotives. Figs. 14, 15, and 16 are details of transmission in plan view,- in transverse elevation,

and longitudinal elevation, respectively.A Figs'. 17 and 18 show an arrangement suitable for two pairs of wheels and axles.

Referring to Figs. 1, 2, 3, 1b, 2b, 4, and 5, the box or body 1 and its frame 2 are lowered to about 15y tol 2O centimeters above the rail, and the frame is consequently prolonged at 3. Each wheel is formed of a solid part 4, forming one with a half-axle 5 forged with it. (It is of course evident v that the wheel might be keyed on this half-axle in the ordinary manner.) The load is transmitted by means of a cross-bar 6, weighted 'at' the center 7 to the two bearings 8 and 9 of e'ach half-axle 5. The

bearings 8 have a spindle or projection which engages in the cross-bar 6. As shown in Fig.

- vpart by cross-pieces 18 and fixed at'their lower 2 the axis ofthe spindle 10 lies in the line X X for an internal flange, and in 2"1s the axis of the spindle 135 lies in the line -Y Yfor an external iiange, and it is this trunnionwhich allows the convergence or turning of the wheel. The center of thebearing 8 islo-l .cated at acertain distance .from and'r'outsidethe vertical line passing through the center of i i part to the longitudinalinternal cross-bars 16',

frame.

attached to transverse cross-bars 17 of. the

part of the cross-bar. The head of the upright y 7 of the cross-bar 6 forms a bearing for the cylindrical heel 20 of the yoke of a transverse spring 21, thel ends of which are fixed to links attached. to the uprights 22 and cross-bar 23,. the latter being attached to the box or body of the vehicle by a piece 24 riveted thereon. The center of the heelor supporting piece 20 y is placed above the -center of gravity of the suspended part. The upper part of the upright 7 of the cross-piece 6 is guided by the parts 23 and 24 by means oftwo slides 25, fitted on prolongations 26 of the cylindrical heel 20. There are some millimeters of play between the head of the upright Zand the aperture formed-for its passage in the parts 23 and 24. In this manner play isgiven for vertical oscillation and the rotation vof the suspended part on the free horizontal axis ofthe heel-piecef-QO parallel to axis of the vehicle.

Figs. 6, 7 8, 9, and 10 show an arrangement suitable. for converting existing rolling-stock. The axis" ofA turning of the wheel X X is in the center of' the externalgrease-box. The

cross-piece y40 extends beyond the wheels and is supported on the external'grease-box 41 by means Iof its struts or bars 43 and the internal grease-box, 42 by struts 44, these struts or bars being firmly attached to their respective grease-boxes. The grease-box 42 is. guided below by guard-'plates 45, engaging over the bottom of the upright 44, while the greasebox 41 is guided bythe guard-plates 47,'fix'ed to the longitudinal bars of the'frame transmitting the load to the transverse spring 48. The guard-plates 47 guide the cross-bar 40 in a longitudinal direction and allow it to move laterally. The grease-box 41 is covered with a plate 49, which fits over it, and has a hole cut therein, the center of which is on the line XX.

will be shown hereinafter. .on the, top of the internal upright 44, the

These guard-plates' guide. the lower itance traveled by thewheels.

hole. In this manner the turning of the wheel .and its half-axle on the axis X X of the external grease-box'is insured. The'shaft y50 further serves as support to brake-pieces, as A spring 48 bears method of support, which is easilyunderstood by examining Figs. 7, 9, and; 1.0, lbeing the` same as that described .with reference to Figs. 2and3.

Figs. 11 and 12 show an arrangement which is' solely applicable to: external flanges where .the turning of the wheels is about an internal axis ZZ and also "about a horizontal axis parjallel to thel axis of the track. .VVith' internal tires-this would involvecertain derailment, as'the play would be limited to a few millimeters between. the flangeand the rail. A central journal of an axle 55 receives the load through a large grease-box 56, to whichit is transmitted by an upright 57, the spherical 'top' of which is embedded in a socket on the yoke of the spring, so 'that the turning movement is effected about one point. The lower part of the grease-box carries a spindle 58, which travels in a slide 59, the ends of which are fixed to the cross-bars of the frame, and which prevents the upright 57 from moving in the direction of the track. The head ofthe upright 57 is guided as in the previous case by a cross- 'piece"51, fixed to uprights47, themselves sefcured to the longitudinal bars of the frame fand by a piece 52,`riveted to the box .or body lof thevehicle. These two parts have a free vertical movement, owing to a bearing 60,

which incloses the exterior of' the socket of lthe spring.

The spokesof-the wheels have a special form which gives them great elasticity. The wheels are firmly attached to two hubs 61,

fturns, carrying with it the wheels, and as the friction of the hubs is comparatively great they only move when passing over curves in order to compensate the difference in .the dis- 'In these improved arrangementsthelbrakes are arranged in the following manner: As the wheels turn about a vertical axis, itis of arrangement is preferable, because it does not linterfere with the effect of. thesuspension.

Fig. 2 shows a brake-shoe 65, pivoted onan Varm 66, turning on a bolt dependent on a collar 67, adapted to turn on a vertical axis 7,

'A vertical cylindrical shaft 50,iixed at its up` i `per end to the cross-bar 40, engages in kthis IOO floosely mounted on the axle v55. Ulfhese lhubs A IIO izo

passing through the axis of' suspension.

Further, a circular spindle or projection 68, fixed to the brake-shoe, the center of which is on the axis X X, engages in a circular recess or aperture in the rod 66. This bar is actua-ted; by any suitable known means. It is therefore needless to describeit. In the case of external tires the axis of this spindle is on the a'xisY Y. Fig. 7 shows the brake-shoe guided by the shaft 50, which forms the axis about which the wheel turns and supported by a rod 7 O, engaging in the plate 49, which covers the grease-box. Fig. 11 shows asimilar arrangement to the one described in connection with Fig. 2, with the difference that the whole mechanism turns with the upright 57. The movement is given by known means, and therefore need not be described. The air-reservoirs of the brake may easily be located near the axle.

As regards the coupling, it is preferable to have only a single central buffer, as shown, for instance, in Figs. 7 and 8. The buers need not be compressed but simply in contact, because in this arrangement the vehicle is stable and guides itself and does not' require to have its movements restrained by the nex-t vehicle. Compression would therefore be rather deleterious. Having only a central buffer, any of the ordinary types may be employed,and preferably one in which the buffer and coupling are integral.

The parts 24 of Fig. 2 or 52 of Figs. 7 and 8, which connect the topof the uprights of the box or body, have the advantage of connecting this box or body to the frame in the upper part. The concussion-spring may therefore be arranged either against the box or against the frame. In case of collision the frame and the box resist together and are capable of standing at least double the strain to that of which the frame alone is capable of doing. The reason this arrangement has not been adopted inthe present rolling-stock is owing to the height of the box or body, which renders it diflcult. Even if the frame is not broken the boxes are apt to rise and smash one against the other.

On examination of the foregoing it is easy to see that the application of electricity would be easy, because plenty of room exists for freely fixing the apparatus to the frames of the axles. I do not require to describe the installation of such, because it would be done by means already known. It must be noted, however, that as the moving parts placed are no longer under the body of the vehicle but within view of the oflicial at the end of the vehicle they are easily inspected. As the axle of the frame may be withdrawn without lifting the wagon more than ten to twenty centimeters, all the parts of the mechanism may be easily removed, which parts are independent of the frame and of the box or body. Y

In order that the description of the system which has just been explained may be complete, it is only necessary to show the arrangements adopted for wagons suitable for use with locomotives. It suiices to show that the motion may be transmitted by a crank to a convergent wheeland that the suspension Vunkeying action.

may be arranged in` such. a way that each axle shall be under the same conditions as if it were weighted at its center, the center of gravity of the suspended part being above the heelpieces or centerv blocks of the spring.

Referring to Figs. 13, 14',l 15,1and 16, a solid wheel 80, formedl in a4 single piece with its hollow half-axle, is fitted with atire, or a wheel is used of ordinary form but of larger diameter which carries its tire. The axis Y Y aboutwhich the wheel. turns placed in the middle of the tire is the same for both internal and external flanges.l The turning takes place aboutan upper spindle or projection 90y and a lower spindle 91.v The loady is transmitted by a cross-piece 88, which rests on the grease-boxes 94 and 95. The spindle 91 engages in a secondary piece 89, intended to increase the rigidity, but it i'snotindispensable. The cross-pieces 88 and 89 are guidedV between guard-plates 96., The hollow half-axle is allowed enough play for the convergence or turning of the Wheel by Ya false axle 81, which carries a journal; and bea-rings 97 at its center guided by a guard --plate 93, which maintains the center-of the axle in the axis of the machine. On this false axle at each end double bent arms 82 are keyed, the ends of which are circular in section and engage in an aperture formed in the body of thev wheel. On'these cylindrical ends are spheres or the like 83, inclosed by a bearing formed in three pieces 84a 84b 84, the spheres being fitted with slight friction. The bearing 84a has a spherical surface 85 perpendicular to the radius of the wheel, of which 0 is .the center, and in addition on Aa face of similar form in the aperture. The two other parts 84b and 84c of the bearing rest with their external faces on fiat faces 86 of the aperture parallel to the radius from 0 to the center of the sphere 83 and perpendicular to the lplane of the wheel. The false axle is thus by its double arms centered on the wheels at each side by the faces 85 andv maintained in position by the two faces 85 and 86. It is also evident that it also has some lateral 'play owing to its ends being capable of sliding in the spheres 83. rlhe result of these arrangements is that the wheel can turn on the axis Y Y or an axis which would be perpendicular to it or intermediate axes betweenl these two without carrying the cranks with it. There is no rigidity between these parts except for rotation on the horizontal axis of' the false axle. The lateral faces 86 cause this Wheel to be carried along in the rotation of the cranks whatever angle the wheel may form with the false axle. It is evident that ordinary means for adjusting or fitting (keys and the like) are applicable for connecting the cranks with their bearings and these bearings with the faces of the aperture. Each crank has two lateral tenons 100, intended to facilitate the The journals receive the IOO ISO

' supports 101, carrying strip-springs 102, parallel with the axis of the engine. The heelpiece of the yoke of the spring resting on the post is spherical. v The support is maintained vertical by ka cross-piece 103, fixed to the longitudinal bar 104 of the frame, which cross-piece can slide freely in a vertical direction on the support. The heels or points of support of the springs are placed above the center of gravity of the suspended portion ofV the engine. Each springv has one suspensionrod attached to the longitudinal bar of the frame andthe other to the end of a transverse balancer, the center of which is carried by one or two cross-bars of the frame.

The arrangement hereinbefore described is applicable to a single axle. Figs. 17 and 18 show that if the load is to be equally distributed over two axles' the internal suspension-rods 105 are fixed to a longitudinal balancer 110, and the other end rods 106 are fixed, respectively, to transverse balancers 111, the center of which is attached to cross-bars connecting the longitudinal bars of the frame. Under these conditions each spring has one of its ends attached to a transverse balancer and the other to a longitudinal balancer. If the wheels are of unequal diameter, the support attached to-the smaller one is longer, so that all the heels or lcenter blocks of the spring are always on the same horizontal plane P P, situated above the center of gravity Gr of the suspended part.

- I declare that what I claim is I1. In railway and tramway vehicles, the combination of a vehicle-body, a cross-bar adapted to support one end of said body, said cross-bar having a central upwardly-extending column and a socket at the top of said column, two Vsupporting-wheels each havingV a flange and each having a half-length axle extending therefrom and integral therewith, each of the said wheels and its axle being adapted to turn on said cross-bar about a vertical axis situated at the opposite side of the tread of said wheel from the iiange, a cylindrical heel-piece, and a transverse suspensionspring, said spring supporting the vehiclebody at its ends and secured at its center to said heel-piece, said heel-piece lying transversely to said spring and being pivotally supported in said socket, said heel-piece being located above the center of gravity of said body, and said body being free to oscillate sidewise on said heel-piece.

2. In railway and tramway vehicles, the combination of a vehicle-body, a cross-bar adapted to support one end of said bodyfsaid cross-bar having a central upwardly-extending column and a socket at the top oi' said column, two supporting-wheels each having a iiange and each having a half-length axle extending therefrom and integral therewith, bearings between the ends of said cross-bar and said axles and adjacent to said wheels, eacli of said bearings having a vertical spindle 'therei on pivoted in theend of said cross-bar, said vertical pivot being situated at the opposite side of the tread of each wheelfrom the flange, a cylindrical heel-piece, and a transverse suspension-spring, said spring supporting the vehicle-body at 'its ends and secured at its center to said heel-piece, said heel-piece lying transversely to said spring and being pivotally y supported in said socket, said heel-piece being located above .the center of gravity ofsaid body, and said body beingfree to oscillate 'sidewise on said heel-piece.

3. In railway and tramway vehicles,l the combination of a vehicle-body, a cross-bar adapted to support one end of said body on'a Ahorizontal pivot above its center of gravity,

said `body being free to oscillate sidewise on said pivot, two su pportingwheels each having a iange and each havinga half-length `axle extending therefrom and integral therewith, bearings between the ends of said cross-bar and said axles and adjacent to said wheels, each of said bearings having a vertical spindle thereon pivoting in the end of said cross-bar, said vertical pivot being situated at the opposite side of the tread of eachwheel from [the `iiange, said,cross-bar havingarcuate tracks on its underneath side, andbearing-blocks adapted to slide in said tracks and to receive the free ends of the respective axles.

l L In railway and tramway vehicles, the combination of a cross-bar, supporting-wheels whose axles are mounted on vertical pivots in the ends of said bar, a vehicle-body, a transverse suspension-spring pivoted to the middle of said bar at a point higher than the center of gravity of said body, a frame suspended on said spring and secured to said body, said spring and frame and body being free to oscillate in the direction of the length of the spring, cross-pieces on the under part of said frame, and vertical guides carried o n said cross-rv pieces, said guides being located on either side IOO of the said cross-bar and adapted to prevent any oscillation of the'vehicle-body in a longitudinal direction. A i

5. -In railway and tramway rolling-stock, the combination of two-wheeled trucks, abody supported on. said trucks by longitudinal horizontal pivots above its center ot' gravity, said -body being `iree to oscillate sidewise on said pivots, said pivot being in each instance on a vertical line midway between the wheels of each pair, whereby the load is approximately equally distributed between the two individual wheels of each pair, and means enabling the wheels to automatically place themselves so that their axles are in the direction of the radius of the track.

6. In .railway and tramway rolling-stock, the'combination of two-wheeled trucks, a body supported on said trucks by longitudinal horizontal pivots above its center of gravity, said body being free to oscillate sidewise on said pivots, said pivot being in each instance on a vertical line midway between the wheels of each pair, whereby the load is approximately equally distributed between the two individual wheels of each pair, said supporting-wheels having, iianges, and axles for said wheels, each of said axles being mounted on a vertical pivot and free to turn thereon within certain limits, said vertical pivot being situated at the opposite side of the tread of said wheels from the flanges.

7 In railway and tramway rolling-stock, the combination of two-wheeled trucks, a body supported on said trucks by longitudinal horizontal pivots yabove its center of gravity, saidbody being free to oscillate sidewise on said pivots, said pivot being in each instance on a vertical line midwaybetween the wheels of each pair, whereby the load is approximately equally distributed between the two individual wheels of each pair, said supporting-wheels having langes, and an individual axle for each of said wheels, each of said axles being mounted on a vertical pivot and free to turn thereon within certain limits, said vertical pivot being situated at the opposite side of the tread of said wheel from the iiange.

8. In railway and tramway rolling-stock, the combination of trucks having supportingwheels, a body mounted on said trucks on longitudinal horizontal pivots above its center of gravity, said body being free to oscillate sidewise on said pivots, said supporting-wheels having anges, and axles for said wheels, .each of said axles being mounted on a vertical pivot and free to turn thereon within eertain limits, said vertical pivot being situated at the opposite side of the tread of said wheels from the iianges.

9. In railway and tramway rolling-stock, the combination of two-wheeled trucks, a body supported on said trucks by longitudinal horizontal pivots above its center of gravity, said body being free to oscillate sidewise on said pivots, said supporting-wheels having anges, and an individual axle for each of said wheels, each of said axles being mounted on a verti cal pivot and free to turn thereon within certain limits, said vertical pivot being situated at the opposite side of the tread of said Wheel from t'he flange. l

l0. In railway and tramway vehicles, the

combination of a vehicle-body, a cross-bar, said cross bar having a centrally upwardly extending'column and a socket at the top of said column, a cylindrical heel-piece pivoted and supported in said socket, said pivot being at a higher point than the center of gravity of said vehicle-body, a transverse suspension-spring secured at its middle to said heelpiece, a frame suspended from the ends of said spring and secured to said body, said body being free to oscillate sidewise on said heelpiece, cross-pieces on the lower part of said frame, vertical guides carried on said cross'- pieces, said guides being located on either side of the said cross-bar and adapted to prevent any oscillation of the vehicle-bodyin a longitudinal direction, two supporting wheels each having a flange and each having a halflength axle extending therefrom and integral therewith, bearings between the ends of said cross-bar and said axles and adjacent to said wheels, each of said bearings having a vertical spindle thereon pivoted in the end of said cross-bar, said vertical pivot being situated at the opposite side of the tread of each wheel from the flange, said cross-bar having arcuate tracks on`its underneath side, and bearingblocks adapted to slide in said tracks and receiving the free ends of the respective axles.

l1. In vrailway and tramway vehicles, the Combination of a vehicle-body, two-wheeled trucks supporting said body and each truck attached thereto by a longitudinal horizontal pivot located on a vertical line midway between the wheels of each pair, whereby the load is approximately equally divided between the two individual wheels of each pair, said supporting-wheels having flanges, and an individual axle for each of said wheels, each of said axles being mounted on a vertical pivot and free to turn thereon within certain limits, said vertical pivot being situated at the opposite side of the tread of said wheel from the flange.

In witness whereof I have hereunto signed my name, this 21st'day of March, 1903, in the presence of two subscribing witnesses.

CHARLES TIMOTHE MAXIMILIEN VALERANI) DE BANGE. 

